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# Rules and Regulations Federal Register 

### 57481

Vol. 77, No. 181

Tuesday, September 18, 2012

**DEPARTMENT OF TRANSPORTATION**

**Federal Aviation Administration**

**14 CFR Part 25**

**[Docket No. FAA–2012–0984; Special Conditions No. 25–468–SC]** 

**Special Conditions: Embraer S.A., Models EMB–135 and EMB–145 Series;**  **Airplane Seats with Non-Traditional, Large, Non-Metallic Panels** 

**AGENCY :**  Federal Aviation Administration (FAA), DOT.

**ACTION :**  Final special conditions; request
for comments.

**SUMMARY :**  These special conditions are
issued for the Embraer S.A. Models
EMB–135 and EMB–145 series airplanes. These airplanes will have a novel or unusual design feature associated with the airplane seats that have non-traditional, large, non-metallic panels that would affect survivability during a post-crash fire event. The applicable airworthiness regulations do not contain adequate or appropriate safety standards for this design feature. These special conditions contain the additional safety standards that the Administrator considers necessary to establish a level of safety equivalent to that established by the existing
airworthiness standards.

**DATES :**  The effective date of these special conditions is September 11, 2012. We must receive your comments by November 2, 2012.

**ADDRESSES :**  Send comments identified by docket number [FAA–2012–0984] using any of the following methods:

• Federal eRegulations Portal: Go to http://www.regulations.gov/ and follow the online instructions for sending your comments electronically.

Mail: Send comments to Docket Operations, M–30, U.S. Department of Transportation (DOT), 1200 New Jersey Avenue SE, Room W12–140, West Building Ground Floor, Washington, DC, 20590–0001.

Hand Delivery or Courier: Take comments to Docket Operations in Room W12–140 of the West Building Ground Floor at 1200 New Jersey Avenue SE., Washington, DC, between 8 a.m. and 5 p.m., Monday through Friday, except federal holidays.

Fax: Fax comments to Docket Operations at 202–493–2251.

Privacy: The FAA will post all comments it receives, without change,

to http://www.regulations.gov/, including any personal information the commenter provides. Using the search function of the docket web site, anyone
can find and read the electronic form of all comments received into any FAA docket, including the name of the individual sending the comment (or signing the comment for an association, business, labor union, etc.). DOT’s complete Privacy Act Statement can be
found in the Federal Register published on April 11, 2000 (65 FR 19477–19478),
as well as at http://DocketsInfo.dot. gov/.

Docket: Background documents or comments received may be read at http://www.regulations.gov/ at any time.
Follow the online instructions for accessing the docket or go to the Docket Operations in Room W12–140 of the West Building Ground Floor at 1200 New Jersey Avenue SE, Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday, except federal holidays.

**FOR FURTHER INFORMATION CONTACT :**  Jayson Claar, FAA, Airframe and Cabin Safety Branch, ANM–115, Transport Airplane Directorate, Aircraft Certification Service, 1601 Lind Avenue SW., Renton, Washington 98057–3356; telephone 425–227–2194; facsimile

425–227–1232.

**SUPPLEMENTARY INFORMATION :**  The FAA has determined that notice of, and opportunity for prior public comment on, these special conditions are impracticable because these procedures would significantly delay issuance of the design approval and thus delivery of the affected aircraft. In addition, the substance of these special conditions has been subject to the public comment process in several prior instances with
no substantive comments received. The FAA therefore finds that good cause exists for making these special conditions effective upon issuance. We anticipate that seats with nontraditional, large, non-metallic panels
will be installed in other makes and models of airplanes. We have made the determination to require special conditions for all applications requesting the installation of seats with non-traditional, large, non-metallic panels until the airworthiness requirements can be revised to address this issue. Having the same standards across the range of airplane makes and models will ensure consistent ruling for the aviation industry.

Comments Invited

We invite interested people to take part in this rulemaking by sending written comments, data, or views. The most helpful comments reference a specific portion of the special conditions, explain the reason for any recommended change, and include supporting data.

We will consider all comments we receive by the closing date for comments. We may change these special
conditions based on the comments we

receive.

Background

On April 17, 2012, Embraer S.A. applied for a change to Type Certificate No. T00011AT to offer a new passenger seat type that, according to the applicant, is lightweight, comfortable, and slim in profile, maximizing passenger space in the Models EMB–135 and EMB–145 series airplanes. The
Embraer S.A. Models EMB–135 and EMB–145 series airplanes are pressurized, low-wing, ‘‘T’’ tail, transport category airplanes with tricycle landing gear. They are powered by two Rolls Royce model AE3007A series engines, and carry a maximum of 50 passengers.

The applicable regulations, Title 14, Code of Federal Regulations (14 CFR) part 25, do not require seats to meet the more stringent flammability standards required of large, non-metallic panels in
the cabin interior. At the time the applicable rules were written, seats were designed with a metal framecovered by fabric, not with large, nonmetallic panels. Seats also met the thenrecently adopted standards for flammability of seat cushions. With the seat design being mostly fabric and metal, the contribution to a fire in the
cabin had been minimized and was not considered a threat. For these reasons,


### 57482 Federal Register / Vol. 77, No. 181 / Tuesday, September 18, 2012 / Rules and Regulations

seats did not need to be tested to heatrelease and smoke-emission requirements.

Seat designs have now evolved to occasionally include non-traditional, large, non-metallic panels. Taken in total, the surface area of these panels is
on the same order as the sidewall and overhead stowage bin interior panels. To provide the level of passenger protection intended by theairworthiness standards, these nontraditional, large, non-metallic panels in
the cabin must meet the standards of part 25, Appendix F, parts IV and V,
heat-release and smoke-emission requirements.

Type Certification Basis

Under the provisions of 14 CFR 21.101, Embraer S.A. must show that
the Model EMB–135 and EMB145 series airplanes, as changed, continue to meet the applicable provisions of the regulations incorporated by reference in Type Certificate No. T00011AT or the applicable regulations in effect on the date of application for the change. The regulations incorporated by reference in the type certificate are commonly referred to as the ‘‘original type certification basis.’’ Refer to Type
Certificate No. T00011AT for the
certification basis.

Only airplanes associated with new seat certification programs approved after the effective date of these special conditions will be affected by the requirements in these special conditions. Previously certificated interiors on the existing airplane fleet and follow-on deliveries of airplanes with previously certificated interiors are
not affected.

If the Administrator finds that the applicable airworthiness regulations (i.e., 14 CFR part 25) do not contain adequate or appropriate safety standards
for the Embraer S.A. Models EMB–135 and EMB–145 series airplanes because of a novel or unusual design feature, special conditions are prescribed under the provisions of § 21.16.

Special conditions are initially applicable to the model for which they are issued. Should the type certificate
for that model be amended later to include any other model that incorporates the same novel or unusual design feature, or should any other model already included on the same type certificate be modified to incorporate the same novel or unusual design feature, the special conditions would also apply to the other model under § 21.101.

In addition to the applicable airworthiness regulations and special conditions, the Embraer S.A. Models EMB–135 and EMB–145 series airplanes must comply with the fuel vent and exhaust emission requirements of 14 CFR part 34 and the noise certification requirements of 14 CFR part 36.

The FAA issues special conditions, as defined in 14 CFR 11.19, in accordance with § 11.38, and they become part of the type-certification basis under § 21.101.

Novel or Unusual Design Features

The Embraer S.A. Models EMB–135 and EMB–145 series airplanes will incorporate the following novel or unusual design feature: These models offer interior arrangements that includepassenger seats that incorporate nontraditional, large, non-metallic panels in
lieu of the traditional metal frame covered by fabric. The flammability properties of these panels have been shown to significantly affect the survivability of the cabin in the case of
fire. These seats are considered a novel design for transport-category airplanes
that include Amendment 25–61 and
Amendment 25–98 in the certification basis, and were not considered when
those airworthiness standards were
established.

The existing regulations do not provide adequate or appropriate safety standards for seat designs thatincorporate non-traditional, large, nonmetallic panels in their designs. To provide a level of safety that is equivalent to that afforded to the balance of the cabin, additional airworthiness standards, in the form of special conditions, are necessary. These special conditions supplement § 25.853. The requirements contained in these special conditions consist of applying the identical test conditions, required of all other large panels in the cabin, toseats with non-traditional, large, nonmetallic panels.

A non-traditional, large, non-metallic panel, in this case, is defined as a panel with exposed surface areas greater than 1.5 square feet installed per seat place. The panel may consist of either a single component or multiple components in a concentrated area. Examples of parts of
the seat where these non-traditional panels are installed include, but are not limited to: seat backs, bottoms and leg/ foot rests, kick panels, back shells, credenzas, and associated furniture. Examples of traditional exempted parts of the seat include: Arm caps, armrestclose-outs such as end bays and armreststyled center consoles, food trays, video monitors, and shrouds.

Clarification of ‘‘Exposed’’

‘‘Exposed’’ is considered to include panels that are directly exposed to the passenger cabin in the traditional sense, and panels that are enveloped, such as by a dress cover. Traditional fabrics or leathers currently used on seats are excluded from these special conditions. These materials must still comply with §§ 25.853(a) and 25.853(c) if used as a covering for a seat cushion, or § 25.853(a) if installed elsewhere on the seat. Non-traditional, large, non-metallic panels covered with traditional fabrics
or leathers will be tested without their coverings or covering attachments.

Discussion

In the early 1980s, the FAA extensively researched the effects of post-crash flammability in the passenger
cabin. As a result of this research and service experience, the FAA adopted
new rules for interior surfaces associated with large surface area parts. Specifically, the rules require
measurement of heat release and smoke emission (part 25, Appendix F, parts IV and V) for the affected parts. Heat
release has been shown to have a direct correlation with post-crash fire survival time. The materials that comply with the standards (i.e., § 25.853 titled ‘‘Compartment interiors’’ as amended by Amendments 25–61 and 25–66) extend survival time by approximately two
minutes over materials that do not comply.

When Amendment 25–61 was written, the potential application of the requirement to seats was explored. The
seat frame itself was not a concern because it was made primarily of aluminum, and there were only small amounts of non-metallic materials (e.g., a food tray table and armrest closeout, approximate total surface area of 1.5 square feet). The overall effect on survivability was negligible if these panels met the heat release and smoke requirements. Therefore the requirements did not address seats, and the preambles to both Notice of Proposed Rule Making (NPRM) 85–10 and the final rule (Amendment 25–61) specifically note that they were excluded because the recently-adopted standards for flammability of seat cushions will greatly inhibit
involvement of the seats.

In the late 1990s, when seat designswere evolving to include large nonmetallic panels with surface areas that would impact survivability during a cabin fire event comparable to partitions or galleys, the FAA issued Policy Memorandum 97–112–39, ‘‘Guidance for Flammability Testing of Seat/ Console Installations,’’ dated October 17, 1997. The memo noted that large surface area panels must comply with
heat release and smoke emission


### 57483 Federal Register / Vol. 77, No. 181 / Tuesday, September 18, 2012 / Rules and Regulations

requirements, even if they were attached
to a seat. If the FAA had not issued such policy, seat designs could have been viewed as a loophole to the
airworthiness standards that would result in an unacceptable decrease in survivability during a cabin fire event.

The following paragraphs are the pertinent regulatory information involving § 25.853.

NPRM 85–10 (50 FR 15038, April 16, 1985): ‘‘Seats would not be tested [to heat release and smoke emission] because the recently-adopted standards for flammability of seat cushions will greatly inhibit involvement of the

seats.’’

Final Rule at Amendment 25–61 (51 FR 26206, August 20, 1986): ‘‘The primary purpose of the new flammability standards [heat release and smoke emission] is to ensure that interior materials with large outer
surface areas will not become involved rapidly and contribute to a fire when exposed to flames.’’

Final Rule at Amendment 25–66 (53 FR 32584, September 26, 1988): ‘‘Two commentors suggest editorial changes for clarity. One believes that a new [section] should be added to state that, ‘smaller items, such as windows, window shades, or curtains, as well as floor coverings, floor structure, seats, and service items, are not included and do not have to meet the requirements in (a–1) [heat release and smoke emission].
All of such materials have to meet the flammability requirements prescribed in paragraph (a) [Bunsen burner] of this part.’ As discussed in the preamble to Notice 85–10, these would be correct statements. It does not appear, however, that clarity would be enhanced by their addition. These items are clearly not required to comply with the new standards [heat release and smoke emission] due to their absence in Sec. 25.853(a–1).’’

14 CFR 25.853, Compartment interiors, at Amendment 25–72 (55 FR 29774, July 20, 1990):

(c) For airplanes with passenger capacities of 20 or more, interior ceiling and wall panels (other than lighting lenses), partitions, and the outer surfaces of galleys, large cabinets and stowage compartments (other than under seat stowage compartments and compartments for stowing small items, such as magazines and maps) must also meet the test requirements of parts IV [heat release] and V [smoke emission] of Appendix F of this part, or other approved equivalent method, in addition to the flammability requirements prescribed in paragraph (a) [Bunsen burner] of this section. Final Rule at Amendment 25–83 (March 6, 1995):

‘‘The distinction between parts with large surface areas, which must meet the new standards [heat release and smoke emission], and those with smaller surface areas is very difficult * * * It is not possible to cite a specific size that will apply in all installations; however, as a general rule, components with exposed-surface areas of one square foot or less may be considered small enough that they do not have to meet the newstandards. Components with exposedsurface areas greater than two square feet may be considered large enough that they do have to meet the new standards. Those with exposed-surface areas greater than one square foot, but less than two square feet, must be considered in conjunction with the areas of the cabin in which they are
installed before a determination could
be made.’’

The intent of the heat release and
smoke emission standards is to include minimum panel sizes on the order of one to two square feet. This panel size sets the acceptable level of safety in the cabin. Traditional seat designs have approximately 1.5 square feet of nonmetallic panel material per seat place (a food tray table and armrest closeout) and previously have been
excluded from the heat release and smoke standards. For example, for a traditional economy class triple place seat assembly, the exclusion is 4.5 square feet. The intent of the Special Conditions is to maintain this accepted level of safety and be consistent with the average minimum panel size in the balance of the cabin interior. Therefore, we are allowing up to 1.5 square feet of nonmetallic panel material per seat place to be excluded from the heat
release and smoke emission standards. However, this exclusion from heat
release and smoke emission does not provide the material additional relief
from the other standards such as 14 CFR part 25 Appendix F, parts I and II. There are no changes to how those standards are applied.

The FAA recognizes that different manufacturing techniques have
associated cost differences and therefore are allowing the applicant to designate which nonmetallic panels comprise the 1.5 square foot exclusion. This determination will allow for flexibility in design and a manufacturing cost savings.

Applicability

As discussed above, these special conditions are applicable to the Embraer
S.A. Models EMB–135 and EMB–145 series airplanes. Should Embraer S.A. apply at a later date for a change to the type certificate to include another model on the same type certificate incorporating the same novel or unusual design feature, the special conditions would apply to that model as well.

Under standard practice, the effective date of final special conditions would be 30 days after the date of publication
in the Federal Register; however, as the
certification date for the Embraer S.A.
Models EMB–135 and EMB–145 series airplanes is imminent, the FAA finds that good cause exists to make these special conditions effective upon

issuance.

Conclusion

This action affects only certain novel or unusual design features on the
Embraer S.A. Models EMB–135 and EMB–145 series of airplanes. It is not a rule of general applicability.

List of Subjects in 14 CFR Part 25

Aircraft, Aviation safety, Reporting and recordkeeping requirements.

The authority citation for these special conditions is as follows:

Authority: 49 U.S.C. 106(g), 40113, 44701,

44702, 44704.
The Special Conditions

Accordingly, pursuant to the authority delegated to me by the Administrator, the following special conditions are issued as part of the type
certification basis for Embraer S.A.
Models EMB–135 and EMB–145 series airplanes.

1. Compliance with 14 CFR part 25 Appendix F, parts IV and V, heat release and smoke emission, is required for seats that incorporate non-traditional, large, nonmetallic panels that may either be a single component or multiple components in a concentrated area in their design.

2. The applicant may designate up toand including 1.5 square feet of nontraditional, nonmetallic panel material per seat place that does not have to comply with No. 1. A triple seat assembly may have a total of 4.5 square feet excluded on any portion of the assembly (e.g., outboard seat place 1 sq. ft., middle 1 sq. ft., and inboard 2.5 sq. ft.)

3. Seats need not meet the test requirements of 14 CFR part 25 Appendix F, parts IV and V when installed in compartments that are not otherwise required to meet these requirements. Examples include:

a. Airplanes with passenger capacities of 19 or less,

b. Airplanes that do not have smoke
and heat release in their certification


### 57484 Federal Register / Vol. 77, No. 181 / Tuesday, September 18, 2012 / Rules and Regulations

basis and do not need to comply with the requirements per 14 CFR 121.312,

c. Airplanes exempted from smoke and heat release requirements.

Definition of ‘‘non-traditional, large, nonmetallic panel’’—A non-traditional, large, nonmetallic panel, in this case, is defined as a panel with exposed surface areas greater than 1.5 square feet installed per seat place. The panel may consist of either a single component or multiple components in a concentrated area. Examples of parts of the seat where
these non-traditional areas are installed include, but are not limited to, seat backs, bottoms and leg/foot rests, kick panels, back shells, credenzas, and associated furniture. Examples of traditional exempted areas are: arm caps, armrest close-outs such as end bays and armrest-styled center consoles, food trays, video monitors and shrouds.

Clarification of ‘‘exposed’’—Exposed is considered to include panels that are directly exposed to the passenger cabin in the traditional sense, plus those panels enveloped, such as by a dress
cover. Traditional fabrics or leathers currently used on seats are excluded from these special conditions. These materials must still comply with §§ 25.853(a) and 25.853(c) if used as a covering for a seat cushion, or § 25.853(a) if installed elsewhere on the seat. Non-traditional large, nonmetallic panels covered with traditional fabrics
or leathers will be tested without their coverings or covering attachments.

Issued in Renton, Washington, on September 11, 2012.

Ali Bahrami, Manager, Transport Airplane Directorate, Aircraft Certification Service.

[FR Doc. 2012–22831 Filed 9–17–12; 8:45 am]

**BILLING CODE 4910–13–P**

**DEPARTMENT OF TRANSPORTATION**

**Federal Aviation Administration**

**14 CFR Part 39**

**[Docket No. FAA–2012–0671; Directorate Identifier 2011–NM–096–AD; Amendment**  **39–17197; AD 2012–19–02]**

**RIN 2120–AA64**

**Airworthiness Directives; Airbus Airplanes** 

**AGENCY :**  Federal Aviation Administration (FAA), Department of Transportation (DOT).

**ACTION :**  Final rule.

**SUMMARY :**  We are superseding an existing airworthiness directive (AD) for all Airbus Model A330–243, -341, -342 and -343 airplanes. That AD currently requires modifying certain cowl assemblies of the left- and right-hand thrust reversers. This new AD requires removing certain C-duct assemblies of the left- and right-hand thrust reversers from service at certain designated life limits, and also adds airplanes to the applicability. This AD was prompted by
new life limits on certain thrust reverser C-duct assemblies. We are issuing this AD to prevent fatigue cracking of the hinges integrated into the 12 o’clock beam of the thrust reversers, which could result in separation of a thrust reverser from the airplane, and consequent reduced controllability of the airplane.

**DATES :**  This AD becomes effective October 23, 2012.

**ADDRESSES :**  You may examine the AD
docket on the Internet at http:// www.regulations.gov or in person at the U.S. Department of Transportation, Docket Operations, M–30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue SE., Washington, DC.

**FOR FURTHER INFORMATION CONTACT :**  Vladimir Ulyanov, Aerospace Engineer, International Branch, ANM–116, Transport Airplane Directorate, FAA, 1601 Lind Avenue SW., Renton, WA 98057–3356; telephone (425) 227–1138; fax (425) 227–1149.

**SUPPLEMENTARY INFORMATION :** 

Discussion

We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 to include an AD that would apply to the specified products. That NPRM was published in the Federal Register on June 25, 2012 (77 FR 37829), and proposed to supersede AD 2005– 25–21, Amendment 39–14414 (70 FR 73919, December 14, 2005). That NPRM proposed to correct an unsafe condition for the specified products. The MCAI

states:

The life limits of the thrust reversers CDucts are not addressed by the definition of
the structural life limits of Safe Life items as
defined in the A330 Airworthiness Limitations Section—ALS Part 1. As a result, these life limits are covered by an Airworthiness Directive (AD).

These life limits are due to unexpected high fatigue loads (measured during certification tests) on the hinges integrated into the 12 o’clock beam, which forms theupper extreme edge of the thrust reverser CDuct of Rolls Royce Trent 700 engines.

The aim of the [Direction Ge  ́ ne

 ́ rale de l’Aviation Civile] (DGAC) France AD F– 2001–528 was to mandate the life limits, depending of the modifications applied to
the C-Duct.

Revision 1 of the DGAC France AD F– 2001–528 deferred the accomplishment threshold of the modification to be applied in-service from 6,000 flight cycles (FC) to 6,500 FC.

Revision 2 of DGAC France AD F–2001– 528 [which corresponds to FAA AD 2005– 25–21, Amendment 39–14414 (70 FR 73919, December 14, 2005)] was issued to update again the accomplishment threshold from 6,500 FC to 7,200 FC.

This [European Aviation Safety Agency (EASA)] AD retains the requirements of DGAC France AD F–2001–528 R2, which is superseded, and adds [certain] life limits.
The action required in this AD is removing certain C-duct assemblies of the left- and right-hand thrust reversers from service at certain designated life
limits. This AD also adds Model A330– 243F airplanes to the applicability, and revises the applicability to include all airplanes of the affected models. The unsafe condition is fatigue cracking of the hinges integrated into the 12 o’clock beam of the thrust reversers, which could result in separation of a thrust reverser from the airplane, and consequent reduced controllability of the airplane. You may obtain further information by examining the MCAI in
the AD docket.

Comments

We gave the public the opportunity to participate in developing this AD. We received no comments on the NPRM (77 FR, 37829, June 25, 2012), or on the determination of the cost to the public.

Conclusion

We reviewed the available data and determined that air safety and the public interest require adopting the AD as proposed, except for minor editorial changes. We have determined that these minor changes:

• Are consistent with the intent that was proposed in the NPRM (77 FR 37829, June 25, 2012) for correcting the unsafe condition; and

• Do not add any additional burden upon the public than was already proposed in the NPRM (77 FR 37829, June 25, 2012).

Costs of Compliance

We estimate that this AD will affect about 17 products of U.S. registry.

We estimate that it will take about 48 work-hours per product to comply with the new basic requirements of this AD.The average labor rate is $85 per workhour. Based on these figures, we
estimate the cost of this AD to the U.S. operators to be $69,360, or $4,080 per product.

Authority for This Rulemaking

Title 49 of the United States Code specifies the FAA’s authority to issue rules on aviation safety. Subtitle I,